EP3647192A1 - Pilotenassistenzverfahren und -vorrichtung eines hybrid-drehflügelflugzeugs, das mit einem auftriebsrotor und mindestens einem schuberzeugenden vortriebsrotor ausgestattet ist - Google Patents

Pilotenassistenzverfahren und -vorrichtung eines hybrid-drehflügelflugzeugs, das mit einem auftriebsrotor und mindestens einem schuberzeugenden vortriebsrotor ausgestattet ist Download PDF

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Publication number
EP3647192A1
EP3647192A1 EP19195860.2A EP19195860A EP3647192A1 EP 3647192 A1 EP3647192 A1 EP 3647192A1 EP 19195860 A EP19195860 A EP 19195860A EP 3647192 A1 EP3647192 A1 EP 3647192A1
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European Patent Office
Prior art keywords
rotor
margin
engine
torque
symbol
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Granted
Application number
EP19195860.2A
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English (en)
French (fr)
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EP3647192B1 (de
Inventor
Stéphane CERQUEIRA
Guillaume Dumur
Anthony Leonard
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Airbus Helicopters SAS
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Airbus Helicopters SAS
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Publication of EP3647192A1 publication Critical patent/EP3647192A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B64C2027/8236—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft including pusher propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft

Definitions

  • the present invention relates to a method and a device for assisting the piloting of a hybrid rotorcraft provided with a lift rotor and at least one propellant rotor generating a thrust.
  • the engine manufacturer defines, in agreement with the helicopter manufacturer, the limitations of each engine, making it possible to obtain the powers PMC, PMD, PMT, PSU, PMU, PIU corresponding to each aforementioned speed and indicating an acceptable lifetime.
  • these limits are generally monitored by means of three parameters for monitoring the turbine engine: the speed of rotation of the gas generator of the turbine engine, the engine torque and the gas temperature at the inlet of the low pressure free turbine. of the turboshaft engine respectively called Ng, Cm and T45 by a person skilled in the art. If the turbine engine has a high pressure turbine stage, it is also possible to use the gas temperature at the inlet of the high pressure turbine called TET.
  • the engine manufacturer establishes limits for each engine monitoring parameter.
  • the aircraft may include multiple indicators, each indicator providing information relating to a single parameter.
  • IPL a first limitation instrument
  • the document FR 2 756 256 suggests presenting on a scale graduated in collective pitch equivalent of the main rotor blades the power margin available for the motor before reaching one of these limits, the scale scrolling past an index representative of the current collective pitch of said blades. For example, the index is opposite a first graduation, the limit of the parameter limiting the motor to a given power being opposite a second graduation. The pilot then knows the collective pitch margin at his disposal before reaching said given power.
  • the document EP 1562022 is also known.
  • a hybrid rotorcraft comprises a fuselage carrying at least one rotary wing provided with a lift rotor.
  • the lift rotor participates at least in the lift of the aircraft or even in its advancement. Indeed, the lift rotor generates a lift force which can be broken down into a lift force and a propulsion force according to its inclination.
  • the hybrid rotorcraft further comprises at least one propellant rotor generating a thrust.
  • the hybrid rotorcraft can be provided with two so-called lateral propulsion rotors arranged on either side of the fuselage.
  • the two propulsive rotors and the lift rotor are rotated by a power plant.
  • This power plant comprises at least one motor and a mechanical interconnection system between the rotating elements.
  • a mechanical interconnection system can comprise at least one power transmission box, at least one shaft and coupling members ...
  • the hybrid rotorcraft can have a first control means and a second control means for controlling collectively and cyclically the pitch of the blades of the lift rotor respectively.
  • the hybrid rotorcraft includes at least one thrust control means able to modify collectively and by the same amount the pitch of the propeller rotor blades.
  • Anticouple and steering control functions can be performed by the use of a command modifying the thrusts exerted by the propulsive rotors differently, for example by the use of a rudder by the pilot.
  • the control of the pitch of the blades of the lift rotor and of the propulsive rotors has an impact on the operation of the power plant and in particular the motors.
  • helicopter first limitation instruments do not make it possible to produce a device for assisting the piloting of a hybrid rotorcraft having not only a lift rotor but also at least one propellant rotor.
  • the document FR 2946322 describes a method for assisting piloting for an aircraft comprising a lift rotor and two propulsive rotors. This method comprises the steps of determining a maximum average pitch of the propulsive rotors as a function of a power gradient and of displaying on a dedicated indicator this maximum average pitch on a scale graduated in pitch swept by a needle.
  • the document FR2973340 suggests an indicator displaying a diagram showing a current collective pitch of each propulsion rotor and a power limit curve.
  • the object of the present invention is therefore to propose a piloting assistance device making it possible to facilitate the piloting of a hybrid rotorcraft in order to optimize its performance and / or its safety.
  • the invention thus relates in particular to a method for facilitating the piloting of a hybrid rotorcraft, said hybrid rotorcraft comprising a lift rotor provided with a plurality of first blades having a first variable pitch at least to participate in the lift of the hybrid rotorcraft, the hybrid rotorcraft having a propulsion system having at least one propulsive rotor provided with a plurality of second blades having a second variable pitch at least to participate in the advancement of the hybrid rotorcraft, said hybrid rotorcraft having a power plant provided with at least a motor operating at least one speed for rotating said lift rotor and each propulsion rotor of said at least one propulsion rotor, said at least one speed being associated with at least one limit for at least one parameter for monitoring the installation motor.
  • first power plant power margin available for the lift rotor designates a power plant power margin usable by the lift rotor.
  • second power margin of the power plant available for said at least one propulsion rotor designates a power margin of the power plant usable by at least one propulsion rotor.
  • the rotorcraft can comprise at least one lift rotor and at least one propulsion rotor, and for example two or more propulsion rotors.
  • Each propulsive rotor can be a propulsive rotor in traction or in propulsion.
  • Each propulsive rotor can be a lateral rotor, that is to say arranged laterally with respect to a fuselage.
  • the plurality of regimes may include at least one regime of the following regimes: a take-off regime, a maximum continuous regime, an extended power regime, a transient regime, a first emergency regime, a second emergency regime and a third emergency regime.
  • Monitoring parameters can include engine torque, temperature and / or rotational speed.
  • the monitoring parameters can include at least one parameter to be chosen from a list including the speed of rotation of a gas generator of the turbine engine, the engine torque of the turbine engine and the temperature of the gases at the input d '' a free turbine of the turbine engine. It is for example possible to measure and use the torque exerted on a main power transmission box of the power plant which is interposed between a motor and a rotor, to determine the motor torque.
  • this method proposes to use a single indicator which has a symbol common to equipment of various natures and controlled in various ways.
  • the line displayed by the indicator can represent a power axis for both the lift rotor and the propulsion system.
  • This line can be devoid of graduation or can have graduations.
  • the line may carry different graduations on the first side and on the second side and specific respectively to the lift rotor and the propulsion system.
  • first side, the second side and the line together form a single indicator, and not two different indicators.
  • an on-board computer calculates the power margins available for the lift rotor and the propulsive rotor (s). This step makes it possible to evaluate the power reserve that can be used by the lift rotor and the power reserve that can be used by the propulsion system and therefore by the propulsion rotor or rotors before reaching a limit of the rotorcraft, namely in particular a limit of the power plant rotating the lift rotor and each propulsion rotor.
  • the on-board computer transmits a signal to a screen to illustrate these margins of rotor power and of propulsive rotor through various symbols on the same indicator with regard to the same line.
  • a first index representing a current operating point of the lift rotor is displayed, and for example illustrates the power consumed by the lift rotor at a current time.
  • This first index points the line while being attached to the line or directed towards the line.
  • a second index representing a current operating point of the propulsion system is also displayed, and for example illustrates the power consumed by the propulsion rotors at a current instant. This second index points the line while being attached to the line or directed towards the line.
  • the computer controls the screen to display a symbol enabling the available power margin to be viewed. Consequently, a symbol known as “first symbol” is positioned, this first symbol carrying the first margin of power. The first symbol points to the line while being attached to the line or directed towards the line. Likewise, a symbol known as “second symbol” representing the pitch limit of the propelling rotor is positioned, this second symbol carrying a second power margin, and for example at least the second smallest power margin. The second symbol points the line while being attached to the line or directed towards the line.
  • three first symbols and three second symbols are used to illustrate limits which must not be exceeded in order to comply with the predetermined conditions of takeoff, maximum continuous and extended power conditions described above.
  • This process therefore allows a pilot to observe a single indicator for monitoring organs which are not only different, the lift rotor and the propellant rotors, but also controlled by also different bodies.
  • the method may further include one or more of the following features.
  • the line of the indicator can be a line segment, an arc of a circle.
  • the first index and the first symbol associated with each monitored regime can be positioned on the first side, the second index and the second symbol associated with each monitored regime being positioned on the second side.
  • the only indicator includes a line which represents a central axis, possibly a power and graduated axis. On either side of this line, symbols are generated and displayed to illustrate the first power margin and the second power margin.
  • motor output shaft can cover a member of the dynamic chain going from a motor to a rotor and in particular an engine power shaft or even a shaft of the power plant set in motion by such a shaft. power and for example a shaft interposed between a power transmission box and the engine or even an input shaft of such a power transmission box.
  • Each predetermined limit can be variable in flight, for example as a function of the outside pressure and the outside temperature, or can be fixed.
  • each surveillance margin into a margin expressed in engine torque unit can be carried out by applying memorized mathematical laws established for example by tests and / or simulation, using tables of values ...
  • the second index includes a single pointer positioned as a function of the second smallest power margin, or one pointer per propulsion rotor positioned as a function of the corresponding second power margin.
  • said first index and said second index can be fixed relative to the line, said first symbol and said second symbol being movable relative to the line.
  • said first index and said second index can be aligned, said first index and said second index being symmetrical with respect to the line
  • the indices representing the current operating points of the blades of the lift rotor and of the propulsive rotors are aligned and fixed.
  • the first symbols and the second symbols slide along the line according to the evolution of the various margins.
  • each second symbol moves in a direction from the second symbol to the second index.
  • each first symbol moves in a direction going from the first symbol to the first index.
  • the first index and the second index can be movable relative to the line, said first symbol and said second symbol being fixed relative to the line.
  • the symbols illustrating the limits are fixed but the indexes slide relative to the line.
  • said first symbol and said second symbol can be aligned, said first symbol and said second symbol being symmetrical with respect to the line.
  • said at least one propulsive rotor possibly comprising several propellant rotors, said at least one propellant rotor margin can include a propellant rotor margin per propellant rotor, said second index comprises a pointer per propellant rotor separated from the second symbol by a distance illustrating the corresponding propellant rotor margin.
  • the second index is split into several distinct parts. It then becomes possible to differentiate between the propulsive rotors to, for example, more easily take into account a propulsive rotor capable of reversing the direction of the thrust exerted.
  • said first symbol and said second symbol have identical shapes.
  • said first symbol and said second symbol are at least temporarily asymmetrical with respect to the line.
  • the invention relates to a hybrid rotorcraft.
  • This hybrid rotorcraft comprises a lift rotor, said lift rotor rotorcraft being provided with a plurality of first blades having a first variable pitch at least to participate in the lift of the hybrid rotorcraft, the hybrid rotorcraft having a propulsion system having at least one propulsive rotor provided with a plurality of second blades having a second pitch variable at less to participate in the advancement of the hybrid rotorcraft, said hybrid rotorcraft having a power plant provided with at least one engine operating according to at least one speed for rotating said lift rotor and each propulsion rotor of said at least one propulsion rotor, said at least one regime being associated with at least one limit for at least one parameter for monitoring the power plant
  • This hybrid rotorcraft can include an onboard computer and an indicator configured to apply the method described above.
  • the figure 1 presents a hybrid rotorcraft 1 according to the invention provided with a lift rotor 5 comprising a plurality of first blades 6 having a first variable collective pitch.
  • This hybrid rotorcraft 1 is also provided with a propulsion system 7.
  • the propulsion system 7 includes at least one propulsion rotor 8, for example example of a propeller type, comprising a plurality of second blades 9 having a second variable collective pitch.
  • the hybrid rotorcraft 1 comprises a fuselage 2 carrying at least one rotary wing, the rotary wing comprising the lift rotor carrying first blades 6.
  • the hybrid rotorcraft includes a first propulsion rotor and a second propulsion rotor.
  • the two propulsive rotors 8 are lateral rotors optionally disposed at each outer end of a wing 3.
  • the aircraft To rotate the lift rotor and each propulsion rotor 8, the aircraft includes a power plant provided with at least one engine 10, for example of the turbine engine type.
  • the power plant can include an interconnection system 11 including at least one power transmission box, at least one transmission shaft.
  • the rotational speeds of the output shafts of the motors 10, of the propulsion rotors 8, of the lift rotor 5 and of the mechanical interconnection system 11 are optionally proportional to each other, the proportionality ratio being variable or constant whatever the configuration of flight of the hybrid rotorcraft under normal operating conditions of the integrated kinematic chain.
  • each engine 10 operates according to an operating envelope including one or more regimes comprising for example a take-off regime defining a maximum take-off power PMD, a maximum continuous speed defining a maximum continuous power PMC, a transient regime defining a power maximum in transient PMT, a first emergency regime defining a super emergency power PSU, a second emergency regime defining a maximum emergency power PMU and / or a third emergency regime defining an intermediate emergency power PIU.
  • a take-off regime defining a maximum take-off power PMD
  • a maximum continuous speed defining a maximum continuous power PMC
  • a transient regime defining a power maximum in transient PMT
  • a first emergency regime defining a super emergency power PSU
  • a second emergency regime defining a maximum emergency power PMU and / or a third emergency regime defining an intermediate emergency power PIU.
  • the pilot can have a TCL thrust control making it possible to modify the mean pitch of the second blades of the propulsion rotors 8.
  • the thrust control acts identically on the pitch of the second blades 9 in order to obtain a collective variation of the pitch of the second blades.
  • the pilot will require an increase of 5 degrees in the average pitch of all the propeller rotor blades to increase the resulting thrust generated in particular by the first propulsion rotor and the second propulsion rotor, the average pitch of the blades of the first and second propulsive rotors possibly being equal to half the sum of the first and second pitch of the blades of the two propellant rotors.
  • the thrust control may include a lever acting on a kinematic chain connected to the second blades of the propulsion rotors.
  • the thrust control is optionally provided with a button capable of controlling at least one jack arranged on said kinematic chain.
  • This button advantageously has three positions, namely a first position requiring an increase in the average pitch of the blades of the propulsive rotors, and therefore a collective variation and of the same quantity of the pitch of the second blades 9, a second position requiring a decrease in the pitch of the second blades 9 and finally a third position not requiring a modification of the pitch of the second blades 9.
  • the pilot can have a yaw control device provided with yaw control means, conventionally a spreader, to generate a variation no longer collective but different or even differential of the steps second blades 9.
  • the hybrid rotorcraft 1 is provided with usual control means for collectively and cyclically controlling the pitch of the first blades 6 of the lift rotor 5.
  • this aircraft is provided with a piloting assistance device.
  • the figure 2 presents such a piloting aid device 15 according to the invention.
  • This piloting assistance device 15 comprises an on-board computer 20.
  • the on-board computer 20 may include one or more computers communicating together.
  • the piloting assistance device 15 comprises an indicator 60 controlled by the onboard computer as well as a plurality of sensors 30 connected to the onboard computer.
  • the on-board computer 20 comprises a central computer 22 and a standard engine computer 21 per engine.
  • Such an engine computer is for example of the type of a computer of a system known by the acronym FADEC.
  • Each engine computer is then connected to at least one engine sensor.
  • Such an engine computer can regulate a heat engine by controlling its fuel metering device for example or an engine electric.
  • Such an engine computer can also deliver for each operating speed the power margin available for this engine relative to the maximum power at this speed and can deliver a value of a current power consumed by this engine.
  • a single computer is for example used.
  • Each computer can for example comprise at least one processor 23 and at least one memory 24, at least one integrated circuit, at least one programmable system, at least one logic circuit, these examples not limiting the scope given to the expression "computer "
  • the on-board computer 20 is connected by wired or non-wired connections to sensors 31 for measuring monitoring parameters of each engine 10.
  • each engine computer 21 is connected to a set of engine sensors.
  • the parameters for monitoring an engine can include at least one parameter to be chosen from a list including the rotation speed Ng of a gas generator of each engine, the torque TQ of each engine and a temperature of the gases, for example the temperature T45 gases at the inlet of a low pressure free turbine of each engine.
  • the piloting aid device 15 has a sensor 32 for measuring the speed of rotation Ng of the motor, a torque meter 34 for measuring the torque TQ developed by the motor on an engine output shaft 100 driven by this engine, and a sensor 33 for measuring the temperature of the gases T45 of the engine.
  • a motor speed sensor 40 can measure the speed of rotation of the motor output shaft.
  • the piloting aid device 15 can comprise a sensor 35 of the external pressure P0 and a sensor 36 of the external temperature T0 which are connected to the on-board computer 20, and for example to the central computer 22.
  • the on-board computer 20 and for example the central computer can be connected to a propulsion rotor torque meter 37 per propelling rotor.
  • Each propulsion rotor coupler 37 can measure a torque on a propulsion rotor shaft 90 causing the propulsion rotor to rotate about its axis of rotation AXH.
  • a propulsion rotor speed sensor 41 can measure the rotation speed of the propulsion rotor shaft.
  • the on-board computer 20 and for example the central computer can be connected to a rotor torque meter 38.
  • the rotor torque meter can measure a torque on a rotor shaft 500 causing the lift rotor 5 to rotate around its axis of rotation AXR.
  • a rotor speed sensor 42 can measure the speed of rotation of the rotor shaft 500.
  • the on-board computer 20 and for example the central computer can be connected to a mean pitch sensor measuring the current mean pitch of the propeller rotor blades and / or to an air speed sensor capable of measuring the true air speed of the hybrid helicopter and / or a rotational speed sensor measuring the rotational speed of the propulsive rotors and / or a rotational speed sensor measuring the rotational speed of the lift rotor and / or a pitch sensor measuring the collective pitch of the rotor blades of lift.
  • the onboard computer 20 determines a first power margin MRGPROT compared to the maximum MAXP power that can be developed at this speed.
  • the on-board computer determines for each engine an engine torque margin which corresponds to the engine power margin translated into mechanical torque units.
  • each regime specifies a stored limit not to be exceeded for each monitoring parameter. Consequently, the engine ECU of an engine determines the so-called “monitoring margin” between a current value of each monitoring parameter and its limit. If necessary, the monitoring margin is converted by the engine control unit into a control margin expressed in engine torque units via stored laws or equivalent.
  • the engine control unit determines a temperature margin T45 which is converted into a margin expressed in units of torque, a margin of the speed of rotation Ng which is converted into another margin expressed in units of torque, and a torque margin motor which is in fact a margin expressed in units of torque.
  • the margin expressed in the lowest torque unit represents the torque margin of the engine concerned.
  • the on-board computer 20 can calculate an intermediate torque margin between a memorized limit of rotor torque of the rotor shaft 500 and the current torque exerted on this rotor shaft 500.
  • the onboard computer 20 can then determine a minimum rotor torque margin which is equal to the minimum between each engine torque margin and the intermediate torque margin.
  • the on-board computer 20 determines one or more second power margins of the power plant.
  • the on-board computer determines for each propulsive rotor a so-called “calculation” torque margin between a stored propellant rotor torque limit of a propellant rotor shaft 90 rotating this propellant rotor and a current torque exerted on this propeller shaft.
  • propulsion rotor 90 measured by a propulsion rotor torque meter 37.
  • a single second power margin is calculated.
  • the on-board computer determines a minimum margin of propulsive rotor torque corresponding to the minimum between each margin of engine torque and each margin of calculation torque.
  • the on-board computer determines a single second power margin equal to the minimum margin of the propulsive rotor torque multiplied by the speed of rotation of an engine output shaft 100 rotated by the engine having the smallest torque margin.
  • a second power margin per propelling rotor is calculated.
  • the on-board computer determines for each propulsion rotor a minimum margin of propulsive rotor torque corresponding to the minimum between each margin of engine torque and the margin of calculation torque of this propulsive rotor.
  • the on-board computer determines a second power margin per propulsion rotor equal to the minimum propelling rotor torque margin of this propulsion rotor multiplied by the rotational speed of an engine output shaft rotated by the engine with the smallest torque margin.
  • the on-board computer and for example the central computer calculates for each monitored speed a first power margin MRGPROT which represents a power reserve of the power plant usable by the lift rotor.
  • the on-board computer and for example the central computer calculates for each monitored speed at least a second power margin MRGPHEL which represents a power reserve of the power plant usable by at least one propulsion rotor.
  • the onboard computer and for example the central computer transmits at least one signal to an indicator 60 to generate and display various symbols on a screen 61 of this indicator.
  • the on-board computer may require to generate and display two vertical vertical bars 62 parallel to horizontally delimit a display area 63.
  • the on-board computer may require to generate and display, if necessary in the display area 63, a line 65 separating a first side 64 and a second side 66 of the indicator 60.
  • the information relating to the rotor of lift is for example displayed on the first side 64 while the information relating to the propulsion rotors is displayed on the second side 66.
  • the vertical bars can lead to an indication MR, TCL to visually identify this information.
  • the on-board computer may require to generate and display if necessary in the display area 63 a first index 70 in the first side 64.
  • This first index 70 points to the line 65 to illustrate a current operating point of the lift rotor and for example the power consumed by the lift rotor.
  • the on-board computer calculates the power consumed by the lift rotor by multiplying the rotor torque exerted on the rotor shaft 500 and the speed of rotation of the rotor shaft which are measured respectively with the rotor coupler 38 and the speed sensor rotor rotation.
  • the on-board computer calculates the power consumed by the lift rotor using stored polars and lift rotor parameters such as the radius of the first blades, the speed at the end of the blades of the lift rotor, the air speed of the aircraft, the pitch of the first blades ...
  • the on-board computer may require to generate and display, if necessary in the display area 63, a second index 75 in the second side 66.
  • This second index 75 points to the line 65 to illustrate a current operating point of the rotor (s) propellants and for example the power consumed by the propellant rotor (s).
  • the on-board computer can calculate the power consumed by each propulsion rotor by multiplying the propulsive rotor torque exerted on the propulsion rotor shaft 90 and the rotation speed of the propulsion rotor shaft 90 which are measured respectively with the torque meter of the propelling rotor 37 and the propelling rotor rotation speed sensor 41.
  • the on-board computer calculates the power consumed by each propelling rotor using stored polars and propelling rotor parameters such as the radius of the second blades, the speed at the end of the propeller rotor blades, the air speed of the aircraft, the pitch of the second blades ...
  • the on-board computer may require to generate and display in the first side 64 a first symbol 80 separated from the first index 70 by a first distance D1 illustrating the first power margin at this monitored speed.
  • the on-board computer can generate a first symbol 81 to illustrate the first power margin at the transient PMT regime and a first symbol 82 to illustrate the first power margin at the extended power regime and a first symbol 83 to illustrate the first power margin at maximum continuous speed.
  • the on-board computer may require to generate and display in the second side 66 a second symbol 85 separated from the second index 75 by a second distance D2 illustrating at least a second power margin at this monitored speed.
  • the on-board computer can generate a second symbol 86 to illustrate the second lowest power margin at the PMT transient regime and a second symbol 87 to illustrate the second lowest power margin at the extended power regime and a second symbol 88 to illustrate the second lowest power margin at maximum continuous speed.
  • the on-board computer can position the first index 70 then for each monitored speed shifts the first symbol 80 relative to the first index 70 as a function of the evolution of the first power margin.
  • the on-board computer can position the second index 75 and then for each monitored speed shifts the second symbol 85 relative to the second index 75 as a function of the evolution of the second lowest power margin.
  • the first index 70 and the second index 75 are fixed relative to the line 65.
  • the first symbols 80 and the second symbols 85 are movable relative to the line 65.
  • the first index 70 and the second index 75 are aligned and / or are symmetrical with respect to the line 65.
  • the figure 4 illustrates a situation where the pilot no longer has a power margin for the propulsive rotors but can still have a power margin for the lift rotor.
  • the first index 70 and the second index 75 are movable relative to the line 65.
  • the first symbols 80 and the second symbols 85 are fixed relative to the line 65.
  • the first symbol 80 and the second symbol 85 are aligned and / or are symmetrical with respect to line 65.
  • the on-board computer distinguishes between propulsion rotors.
  • the on-board computer calculates a propellant rotor margin per propellant rotor.
  • the second index 75 has a pointer 76, 77 per propelling rotor, each pointer 76, 77 being separated from the second symbol by a distance illustrating the corresponding propelling rotor margin.

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  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
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EP19195860.2A 2018-09-26 2019-09-06 Pilotenassistenzverfahren und -vorrichtung eines hybrid-drehflügelflugzeugs, das mit einem auftriebsrotor und mindestens einem schuberzeugenden vortriebsrotor ausgestattet ist Active EP3647192B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1800994A FR3086274B1 (fr) 2018-09-26 2018-09-26 Procede et dispositif d'aide au pilotage d'un giravion hydride muni d'un rotor de sustentation et d'au moins un rotor propulsif generant une poussee

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EP3647192A1 true EP3647192A1 (de) 2020-05-06
EP3647192B1 EP3647192B1 (de) 2021-02-17

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
FR3116044A1 (fr) * 2020-11-10 2022-05-13 Safran Helicopter Engines Procédé de détermination d’au moins une limite de puissance d’une chaine propulsive hybride pour véhicule de transport, en particulier, un aéronef

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3124165A1 (fr) * 2021-06-17 2022-12-23 Airbus Helicopters Procédé et dispositif d’aide au pilotage d’un giravion muni d’au moins une hélice

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Publication number Priority date Publication date Assignee Title
FR2756256A1 (fr) 1996-11-26 1998-05-29 Eurocopter France Indicateur de marge de puissance pour un aeronef a voilure tournante, notamment un helicoptere
EP1562022A1 (de) 2004-02-03 2005-08-10 Agusta S.p.A. Vorrichtung zur Anzeige der Restleistungsreserven von Flugzeugturbinen
EP2258615A1 (de) * 2009-06-04 2010-12-08 Eurocopter Hilfsvorrichtung zum Steuern eines hybriden Hubschraubers, hybrider Hubschrauber mit einer solchen Vorrichtung, sowie Verfahren zum Betrieb einer solchen Vorrichtung
FR2973340A1 (fr) 2011-03-30 2012-10-05 Eurocopter France Procede, dispositif d'aide au pilotage d'un aeronef, et aeronef

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Publication number Priority date Publication date Assignee Title
FR2959205B1 (fr) * 2010-04-27 2012-04-13 Eurocopter France Procede de commande et de regulation de l'angle de braquage d'un empennage d'helicoptere hybride
US9409655B1 (en) * 2015-01-28 2016-08-09 Airbus Helicopters Flight instrument displaying a variable rotational speed of a main rotor of an aircraft
AU2017292168A1 (en) * 2016-07-06 2019-01-17 Martin Kuster Helicopter hybrid engine system
FR3097527B1 (fr) * 2019-06-20 2021-06-18 Airbus Helicopters Procédé d’aide au pilotage d’un giravion hybride muni d’un rotor de sustentation et d’au moins un rotor propulsif à hélice générant une poussée

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2756256A1 (fr) 1996-11-26 1998-05-29 Eurocopter France Indicateur de marge de puissance pour un aeronef a voilure tournante, notamment un helicoptere
EP1562022A1 (de) 2004-02-03 2005-08-10 Agusta S.p.A. Vorrichtung zur Anzeige der Restleistungsreserven von Flugzeugturbinen
EP2258615A1 (de) * 2009-06-04 2010-12-08 Eurocopter Hilfsvorrichtung zum Steuern eines hybriden Hubschraubers, hybrider Hubschrauber mit einer solchen Vorrichtung, sowie Verfahren zum Betrieb einer solchen Vorrichtung
FR2946322A1 (fr) 2009-06-04 2010-12-10 Eurocopter France Dispositif d'aide au pilotage d'un helicoptere hybride, helicoptere hybride muni d'un tel dispositif et procede mis en oeuvre par ledit dispositif
FR2973340A1 (fr) 2011-03-30 2012-10-05 Eurocopter France Procede, dispositif d'aide au pilotage d'un aeronef, et aeronef

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3116044A1 (fr) * 2020-11-10 2022-05-13 Safran Helicopter Engines Procédé de détermination d’au moins une limite de puissance d’une chaine propulsive hybride pour véhicule de transport, en particulier, un aéronef
WO2022101129A1 (fr) 2020-11-10 2022-05-19 Safran Helicopter Engines Procédé de détermination d'au moins une limite de puissance d'une chaine propulsive hybride pour véhicule de transport, en particulier, un aéronef

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EP3647192B1 (de) 2021-02-17
FR3086274B1 (fr) 2021-03-12
US11511853B2 (en) 2022-11-29
US20200094952A1 (en) 2020-03-26
FR3086274A1 (fr) 2020-03-27

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